Report of surveys of the Southern Railroad, from Brandon, in the state of Mississippi, to the Alabama line, in the direction of the cities of Charleston and savannah

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Hc REPORT OF SURVEYS

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I BRANDON. IN THE STATE OF MISSISSIPPI, |j

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CHARLESTON AND SAVANNAH.

BY H. HAUPT, CHIEF ENGINEER.

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FEINTED AT THK " VICKSBURG WHIG " BOOK AND JOB OFFICE. !*•?

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Brandon, Miss., February 25th, 1853.

Hon. THOMAS A. MARSHALL,

President Southern R. R. Company:

Sir: — It affords me pleasure to be able to report that
the explorations for the Southern Railroad have been
completed; the proper route through the State of Mis-
sissippi has been determined ; a paper location of the
whole line, and an actual location of about forty miles
have been made ; maps, profiles, and estimates based
upon the results thus far obtained, have been prepared,
and I hope soon to present you with complete topo-
graphical maps of all the lines surveyed, amounting to
about two hundred and fifty miles.

For the completion of this work at an earlier period
than was anticipated, you have been indebted in a great
degree to the energy and perseverance of the assistants
in charge of the surveys, who were not deterred by any
condition of the weather from steadily pursuing the
labors of the field.

Necessarily inferring from your correspondence with
the gentleman through whom my engagement with
your Company was made, that you wished the surveys
and location to be completed and the line prepared for
contract with the least possible delay, I proceeded to
organize two corps of assistants, and on the 10th day of
October Mr. Lewis, with the first party, started from
Philadelphia. Low water in the Ohio river, and the
consequent scarcity of boats, produced vexatious delays,
and it was not until the 10th day of November that the
surveys of the first line could be commenced.

Mr. Foote, with the second party, followed after an
interval of two weeks, with instructions to commence
operations on the Eastern Division, at or near Decatur.
Still greater delays attended the progress of this party,
and December had made its appearance before the
necessary equipage could be procured and they were
enabled to take the field.

My engagements in Pennsylvania were closed on the
first day of November, and I immediately started for
Mississippi, having concluded to travel by way of South
Carolina, Georgia and Alabama, and make a reconnois-
sance of the route in my passage across the State of
Mississippi.

In Georgia and Alabama, I found a warm interest
expressed in the success of the present efforts to com-
plete the Southern Railroad. Some differences of opin-
ion existed in reference to the best route across the State
of Alabama, but all concurred in the opinion that the
Road was vitally important to the cities of Charleston
and Savannah, to all the connecting lines of Road, and
to the States through which they passed. I was induced
to believe that when the proper time arrived, assistance
would not be refused.

Through the courtesy of Lewis Troost, Esq., Chief
Engineer of the Alabama and Tennessee Railroad, I
was favored with the results of his surveys in East Mis-
sissippi, and with much valuable information in refer-
ence to the topography of this portion of the State;
from residents of Sumpter and Marengo counties, I also
learned the position and character of the bluffs, the rise
and fall of thJ'Tombigbee and the extent of its inun-
dations.

Thus prepared to proceed intelligently in the per-
formance of my duties, I commenced a general examin-
ation of the country with a view to determine the point
of commencement and the direction of the surveys of
the second party whom I expected to meet at Decatur.

The eastern portion of the State was found to be
extremely broken, and a direct line through Decatur so
evidently impracticable that an instrumental examina-
tion was unnecessary.

In company with Mr. Foote, the country at the head
of the Pottexchitto was examined, and finding appear-
ances much more favorable than at any other point, I
left directions to commence the survey of the Eastern
Division at Wyeth's Summit on the east side of the
Pottexchitto Creek, and proceeded to the encampment
of Mr. Lewis in Scott county.

Having given the necessary directions to Mr. Lewis,
and experienced much satisfaction from the gratifying
progress that had already been made in the surveys, I
reported to you at Vicksburg for further instructions and
received directions to examine the whole country and
make the best location of which its topography would
admit, uninfluenced by any previous surveys or locations
and regardless of any local or sectional considerations.

These instructions afforded great latitude, and the
unusual privilege of making the location of one hun-
dred miles of Road unfettered by fixed points even at
the termini, was duly appreciated.

On the western portion of the line between Brandon
and Taylor's Summit, three routes wer£ indicated as
being worthy of examination. The firw of these was
the location made in 1851, extending east from Brandon
twenty-one and a half miles, and in the graduation of

which a considerable amount of labor had been ex-
pended.

The second route lay north of the first, and pursued
a more direct line to Taylor's Summit. The third line
followed the valley of Myer's Run, and passed about
three miles south of Taylor's.

Although the third line conformed more nearly to an
east and west course than either of the others, it was
found to require so large an amount of local curvature
that it was not only more expensive, but also longer
than its competitors.

The remaining lines will be distinguished as the old
and new locations, and in compliance with your instruc-
tions, the following comparative statements of grade,
curvature, distance, and cost of construction, are sub-
mitted :

OLD LOCATION.

From the Engineer's report as published by order of
the House of Representatives, it appears that the loca-
ted distance from Brandon to the Ridge at Taylor's is
twenty-one and a half miles, and the total cost of gradu-
ation $147,654.

The report does not state whether the whole or any
considerable portion of the summit cut is included in
this estimate, and from the fact that the grades are not
extended or the cuttings calculated in the office records,
a fair inference would be that this expensive portion of
the line was not included either in the estimate of
graduation or (d distance. The old location will, how-
ever, be given the benefit of both, and it will be assumed
that the whole of the cubic quantities have been inclu*

ded in the estimate of excavation, and the length of the
cut added to the distance.

The grade from Brandon for a distance of thirty-six
hundred feet, is 87 12-100 feet per mile. Beyond this
point the report states "the grades are undulatory and
do not exceed sixty-five feet to the mile."

From the maps and notes in the office, it has been
estimated that between the summit at Taylor's and the
point at which the new line intersects the finished
Road, nine thousand eight hundred feet west of Bran-
don, the old location contains two hundred and eighty-
seven degrees of curvature.

NEW LOCATION.

The new location, from Taylor's to the intersection
with the graded Road wrest of Brandon, measures 22
67-100 miles.

The estimated cost of graduation and bridging, at
rates exceeding those which are now paid on the Mobile
and Ohio Railroad, and exceeding those at which it is
believed the work can be completed, is $140,000 —
equivalent, for a distance of twenty-one and a half
miles, to $132,700. If the distance from Brandon to
the intersection be deducted from the length of the new
line, the proportionate cost of the remainder, 20 82-100
miles, wThich is equivalent to the distance from Bran-
don to Taylor's, would be $125,000.

The highest grade on this line is (per mile) 39 6-10
feet. The total amount of curvature 134 degrees, mak-
ing a difference in distance of 3,590 J^t, in curvature
of 153 degrees, in actual cost for equJHstance of $14,-
954, and in actual cost for equivalent distance of $22,-
654 in favor of the new location.

6

It is customary, on important Roads, to estimate a
saving of distance and curvature at very high rates.
On the Pennsylvania Railroad, the assistants were in-
structed to save distance wherever it could be effected
by an increased expense not exceeding $55,000 per
mile, and curvature in comparative estimates of loca-
tions was valued at $33 per each degree. The deter-
mination of the value of distance on any Road is an
easy problem when the probable amount of business is
known or assumed. The data for its solution are the
cost of graduation and superstructure per mile, and the
capital which is represented by the annual cost of keep-
ing the track in perfect condition, the wear and tear of
machinery, the expenses of running trains, &c, per
mile of distance. The determination of the proper
allowance for curvature is a problem of a more compli-
cated character, and no satisfactory solution is possible
without more extended and carefully conducted experi-
ments than have ever yet been made; but, waiving all
calculations or speculations upon these subjects, it will
answer our present purpose to assume that curvature
and distance on the Southern Railroad should not be
estimated at much less than one-half the values assigned
to them on the Pennsylvania Railroad.

The difference in distance would, therefore, be equiva-
lent to 3590 feet, at $5 per foot, - - $17^950
153 degrees of curvature, $16 per degree, 2,448

To which add difference in cost of graduation, 22,654

Total, $43,052

But a comj^pson between these lines as they now
stand, would not do justice to the new location, inas-
much as the old line contains grades of 65 and 87 feet

to the mile, while in the new line no higher grade exists
than 39 6-10 feet. To make a proper exhibit of the
relative economy and comparative advantages of the
two routes, the grades, slopes and dimensions of road
bed must be the same in both. An application of these
grades to a profile of the old location, gives the follow-
ing results :

Graduation and bridging, - - $188,279
Difference in curvature and distance, - 20,398

Total, $208,677

Deduct cost of equivalent distance of new
location, 125,000

Difference in favor of new line, - $83,677
An estimate was found in the office records, of the
cubic yards of finished excavation and embankment on
the road east of Brandon previous to March, 1852,
amounting to 29,930 cubic yards excavation and 38,812
cubic yards borrowed embankment. A statement was
obtained from J. H. Pool, Esq., who has superintended the
graduation, from which it appears that a large number
of the men belonging to the Company were, since the
date of this estimate, employed in repairs of track, labor
at depots, and in the surveys, and that for several
months, the force at graduation has been small and
inefficient.

From the data obtained, the value of the finished
work east of Brandon may be estimated at $18,372.
It is, perhaps, proper to remark, that in the comparison
which has been submitted, there has b^n no disposi-
tion to place the old location in an unfa^able position;
nor does it follow that, under the circumstances, it was
not judicious. It was made by a gentleman of great

8

ability and professional experience, but he was, proba-
bly, required ta conform to lines already located and to
points previously fixed. The new line, on the contrary,
has been located regardless of every thing but the
topography of the country.

The high elevation of the town of Brandon, which
the present Road reaches by grades exceeding 80 feet,
renders it impossible to locate any line leading from it
eastward, without a resort to similar inclinations; and
as these grades necessarily governed the loads of the
engines upon the road, their use on other parts of the
line was not very objectionable.

No further explanation will, perhaps, be necessary to
account for the difference which is found to exist between
the lines which form the subject of comparison.

My duty, however, is not that of an apologist; it is
simply to place before you the results which an instru-
mental examination has elicited. I have endeavored
to communicate them in as condensed a form as possible.

SUMMARY OF RESULTS.

It appears from the preceding statements, that if a
comparison be made between the old and new locations
based upon similar grades, slopes and width of road-bed,
and allowing for curvature and distance, the difference
in favor of the new line will be $83,677, or 65 per cent,
of its cost.

With grades of 39 6-10 feet upon the new line, and
65 and 87 upon the old, the difference for equivalent
distances between Brandon and Taylor's summit will
be $43,052. •

If the 9,800 feet of finished road west of Brandon,
which includes all the heavy work on the 84 ft. grades,

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and all the work done by the Company east of Brandon,
should be abandoned and the new line adopted, a com-
parison of expenses would stand thus :

Estimate of old location, - - $141,654

Add for filling of trestle work east of

Brandon, 5,900

For difference of curvature and distance, 20,398

$173,952
Deduct value of work done east of Bran-
don by Company, - 18,372

Cost of finishing old line in comparison

with new, $155,580

Deduct cost of new location, - - 140,000

Difference in favor of the abandonment
of the old line, $15,580

My duty is performed in submitting these facts; it
remains for you to use the results as in your opinion the
best interests of the Company and of the State may
require.

The new location leaves Brandon one mile to the
south, and connects west of the trestle work upon the
finished road. That it would be expedient, with legis-
lative sanction, to adopt this line, I am not prepared to
assert. Such questions your Board must decide, and
the decision will no doubt be such as circumstances
render proper. But if it be considered advisable in the
future operation of the road to continue to run the trains
through Brandon and keep a supply of assistant engines
for this purpose, a connection between tjje old and new
locations can be made at a point 2? miles east of Bran-
don by a short line of one mile, without increasing

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distance on the old location or increasing cost on the
new.

It is proper to remark, in this connection, that no
grade exceeding 40 feet to the mile exists on any of the
connecting roads between the Mississippi river and the
Atlantic east of Brandon, except at Aikin in South
Carolina, where a higher grade was used to avoid an
inclined plane. This fact would justify a considerable
sacrifice if it were necessary to reduce the grades to the
same maximum limit on a Road which, when its con-
nections are completed, must become one of the most
important in the Union. The low grades upon your
road will be secured with but little cost. With the
exception of three points, which could not be greatly
cheapened by increased grades, you have almost a sur-
face line.

DESCRIPTION OF ROUTE EAST OF TAYLOR'S

SUMMIT.

From Taylor's to Wyeth's Summit, at the head of the
Pottexchitto Creek, the line traverses the flat woods as
they are generally called, although the surface is quite
as undulatory as on other portions of the route. Be-
tween these two points, two lines have been located,
and a comparative estimate determined that which is
most favorable.

To avoid the great head of the Pottexchitto, several
lines were surveyed from Wyeth's Summit and a loca-
tion made on the least expensive. It contains but a
small amount of curvature, and is practically equivalent
to a straight lirfe.

A perfectly straight line could have been located
almost through the entire extent of Scott and Newton

11

counties without a sacrifice that would by many have
been considered excessive, but no good reason can be
given for making any sacrifice to secure a purely
imaginary advantage. With large and equal radii,
equal curvature and equal distance, a line with tangents
of medium length is practically as favorable in every
respect as one with fewer and* longer ones, and as the
changes of direction that have been found expedient
have been made with curves of long radii, the line as a
whole, through Scott and Newton counties, and in fact
for almost the entire distance from Brandon to Lauder-
dale, may be considered as almost equal to a straight
line.

Near Lauderdale county, the country assumes a much
more broken character. It was no longer practicable to
follow the valleys of the streams, and it became necessa-
ry to cross them and the intervening ridges transversely.

The plan was adopted of running crest lines along
the ridges to determine the relative positions and ele-
vations of the summits, and lines were surveyed
wherever sufficiently favorable features were presented.
A large portion of the time occupied in the survey was
expended in these examinations, but the result has been
conclusive and satisfactory. Although the high points
of these ridges are nearly 300 feet above the streams
which flow along their bases, they have been overcome
with grades of 39 6-10 feet, and with much less local
curvature and increased distance than was expected at
the time of the first general examination. The former
or Tracy survey crossed the "mountainous ridge," as it
is called, upon a grade of 85 feet to the mile, at an ele-
vation nearly 40 feet higher than the present summit
and with a long cut of 95 feet in depth.

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The present line crosses the same ride, but at a more
Favorable point, with a grade of 39 6-10 feet, with a cut
much shorter, and 15 feet less in depth, through a ma-
terial that will be easily excavated.

The general similarity in the geological features of
the country in Newton and Lauderdale counties, led me
to believe that the surface of the country had once been
nearly level, and that the " mountainous ridges" that
now exist were formed by the action of the streams for
ages deepening their beds, and transporting the alluvion
to distant points ; that the high ridges of Lauderdale
were, in fact, no higher than the flat woods of Scott
county. This opinion was confirmed by the result of
the surveys. The table lands at the head of the Pottex-
chitto, the summit of the Gardiner ridge between the
Chunkey and Oktibbeha Creeks, and the high ridges
east of Marion, do not vary greatly from the same gen-
eral level.

The line surveyed strikes the county line of Lauder-
dale near Lewis' Mills on the Chunkey. At this place
the Creek makes a bend of several miles to the north,
and returns to within 300 yards of the same point.
The dividing ridge opposite the Mill is low and narrow,
and presents but little difficulty in the construction of
the road. The material which the cut will contain is a
soft rock of the consistence of chalk.

From Lewis' Mills, the former survey crossed the ridge
between the Chunkey and Tallahatta, in the direction
of Maxwell's Mill. This route was explored, but found
to be impracticable with grades less than 80 feet, and
as the ridge terminated about one mile to the south, it
was considered preferable to avoid it by a slight increase
of distance.

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The point of the Tallahatta ridge is covered with a
great mass of solid and durable rock lying in a favora-
ble position for quarrying and transportation on the
Kailroad, and after the track is laid, will afford abund-
ance of material for all the permanent bridges on the

Leaving Tallahatta, the line ascends Cuo and Brush
Creeks to a summit which an examination of the whole
ndge proved to be most eligible. Crossing this summit
with a cut of 80 feet through a soft rock, the line fol-
lows the course of several reed brakes to a second sum-
mit in the spur which divides the waters of two of the
small tributaries of the Oktibbeha Creek. Here a cut
of 40 feet through clay and sand, communicates with a
ravine which affcds an outlet to the valley of Barnelfs
mill at Daniels plantation, and here, after crossings
third but comparatively unimportant ridge, the line
reaches the flats of the Oktibbeha

Between the Oktibbeha and the Sowwashie, no diffi-
culties are found to exist. East of the Sowwashie is a
bold ndge of nearly 300 feet elevation, which separates
ts waters from those of the Buckatuna creek. Through
his ndge there appears to be no practicable outlet, and
he line pursues the north-east course of the valley to
the mouth of the Nanaby creek, where it resumes its
eastward course, passes one and a half miles south of
Marion and crosses the main ridge between the waters
LmTt. ag° 3nd the TorabiSbee> * Simms'

nf ™ * ?*? T T11 aS the f0rmer one> was the subject
t7*Tu * °bservations- a«d it was not until crest

mZ<T ^ u™ and ^^ SUmmlt examined ins*ru-
mentally, that the extension of the line eastward waa

I

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resumed with full confidence that the best route had
been determined.

From Simms' summit, the line follows the course of
the little Toonsoba for several miles, in a direction a few
degrees north of east. At the plantation of Major
Brower, it crosses a low and remarkably favorable sum-
mit between the waters of the Toonsoba and Allamucha
creeks, follows a branch of the Allamucha to within
half a mile of the State line, and then runs east to the
valley of the main stream intersecting the State line on
the plantation of H. Bronson.

The route, as a whole, is extremely favorable, with
the exception of the three cuts at the crossing of the
great ridges, the united expense of which will not ex-
ceed $100,000. The remainder of the graduation will
be light and inexpensive, and the whole cost of gradu-
ation, including temporary bridges, will be less than
$6,000 per mile.

The cost of permanent bridges will be but light, if
they are not built until after the track can be used in
the transportation of materials. Many of the crossings
can be avoided by excavating new channels for the
smaller streams, the material for which can be used for
embankment.

This report has been hastened, in the belief that you
wished to be informed, as early as practicable, of the
results of the survey. All that remains to be done is to
stake out a portion of the located line, prepare revised
estimates of the whole, and finish the profiles, topo-
graphical maps and plans of bridges.

The field work on the eastern division will probably
occupy the party two months, when their services can
be dispensed with if you think proper. The western

15

division is ready for contract whenever you deem it ex-
pedient to let it.

The whole length of the line from Brandon to the
State line will be 99 1-6 mi!es. The length of an air
line is 93 1-5 miles. Difference, 5 96-100 miles, or an
increase of 6i per cent.

The maximum curvature is 5 degrees, or 1,146 feet
radius, and this is used but once. The changes of direc-
tion are most frequently made with curves of one de-
gree, or 5,730 feet radius.

The results of the survey are more favorable than
were anticipated, and although slight improvements
may be found possible in the adjustment of the line in
detail, I have no doubt that the general direction is the
best that the topography of the State will afford.

$600,000 will grade the road, $50,000 will furnish
cross-ties, $40,000 will distribute material and lay the
track, but the whole cost of superstructure depends so
much upon the price of iron that it is difficult to form
an estimate of its probable cost at the time when you will
require it. From present indications, however, iron of
proper weight will not be delivered for less than $7,000
per mile, including turn-outs, and at this rate a rough
estimate of grading, bridging, superstructure and equip-
ment for a moderate business, will be $1,600,000.

If iron could be bought as formerly, at $50 per ton,
this estimate would be reduced $200,000; but as the
rise appears to be due to causes of a permanent charac-
ter, it is not probable that you will be able to purchase
it at these rates.

With this report will probably terminate my active
participation in the construction of the Southern Rail-
road. The duties which I had undertaken to perform

16

are now discharged, and I am about to bid farewell to

the -sunny South;" but in taking my departure, I can-
not avoid an expression of acknowledgment for the
courtesy and attention which I have received from your-
self, your colleagues in the directory, and the friends of
the road generally. The acquaintances that I have had
the honor to form during my short sojourn in Missis-
sippi will not soon be forgotten.

The charge of the Road can be safely entrusted to Mr.
R. B. Lewis, whose character for energy, intelligence
and sound judgment is fully established, and to whom
instructions have been given that fully cover the duties
to be performed.

With the best wishes for the early completion and
entire success of the great work in which you are enga-
ged, this report, with accompanying papers, is respect-
fully submitted.

H. HAUPT, Chief Engineer.

} Cyoy/ora

PAMPHLET BINDER

Syrcrcuse, N. Y. r
Stockton, Calif.

SMITHSONIAN INSTITUTION ^ BRA,B'ES,

3 9088 00667 3792